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G l o b a l e x p e r t i s e
Ground traffic managementusing the example of Incheon International Airport (South Korea)
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GrGround traffiound traffic management (GTM)c management (GTM)
Incheon airport (IIA) is the largest
airport in South Korea, and one of
the largest and most modern in Asia.
The airport was opened in 2001, and
has established itself as the interna-
tional hub for passenger and cargo
transport in East Asia in a relatively
short period of time.
It has received a number of interna-
tional awards, such as the ‘Best
Service’ prize at the first IATA and
ICA International Conference on
Airport Quality and Service, as well
as being named the ‘World’s Best
Airport’ by respondents of an AETRA
passenger survey in 2008.
Honeywell Airport Systems GmbH,
based in Wedel, Germany, was
contracted in 2005 to supply and
install one of the most modern traffic
management systems in existence,
the Ground Traffic Management
System for Airports.
The system provides:
Traffic situation display
Taxiing traffic analysis
A runway incursion alarm
Taxiing conflict recognition
and alarm, as well as individual
taxiing traffic guidance
To ensure the complete functioning of
the system, the data for recording
the traffic situation is processed with
a digital target extractor via the
ASTERIX (All-Purpose Structured
Eurocontrol Radar Information
Exchange) interface, along with the
flight data (AODB, FIS, etc.) and the
data from the Honeywell Control and
Monitoring System for lighting with
segmented TXC lighting.
In close cooperation with Atrics,
a network system was developed
made up of the aforementioned
components and the additional traffic
analysis, conflict recognition and
guidance functions through routing
algorithms.
The traffic situation display, alarm
output and interaction for the GTM
functions are currently carried out
on Ethernet-linked workstations.
System chart for GTM in conjunction
with CMS
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GTMGround traffic managementAGL-CMSControl and monitoring system
GTM functions
Ground Traffic Management
Traffic situation display
The digitised raw radar data is dis-
played on the tower’s monitors in the
aerodrome chart in pixelated form.
The radar data is received by a non-
standardised, manufacturer-specific
interface.
Aeroplane position display
The aircraft and vehicle position
displays are provided by an external
surveillance system. A range of
symbols are available for display
on the tower monitors.
With circle display, the ‘afterglow’
effect displays the direction of move-
ment through the former positions of
the aircraft.
With triangle and aircraft symbols,
the direction the vehicle is heading in
can be displayed, which is established
via its movement (see also route
matching).
With aircraft symbols, three different
sizes of symbol are employed to differ-
entiate between the weight classes of
light, medium and heavy. The weight
class is automatically selected from
the flight plan data.
Route matching and
direction recognition
During the position display of objects
with lower speeds, usual jumps
in position are minimised by radar
surveillance route matching. Here, the
symbol is constantly projected on to
the taxiway centre line of the allocated
individual route. Similarly, the direction
of the symbol (with triangle or aircraft
symbols) is aligned to the route, ensur-
ing momentary changes in direction
brought about by radar jumps are
minimised.
EnviromentalSensors
(not yet existing)
External SystemsMonitoringÊand Control
SurveillanceÊ System FlightÊ Data
GuidanceÊ byÊ TXCÊ +ÊStopÊ BarÊ Control
TWR HMIA-SMGCS
TWR HMIA-SMGCS
ControlerWorking PositionÊ
Server
ODB &InterfacingSMAN
Dig
italR
adar
Raw
Dat
a
Automatic AGLControl
(not yet existing)
ASDE SensorÊFusion
AODB/FIS
MLAT
TWR HMIAGL
GeneralAGL
Maintanance HMIand Log for AGL(optional+A-SMGCS
SLCM
TrafficSensors
VDGS
Stop Bar
TXC
CMS
TWR HMIAGL
GTMGround Traffic Management
AGL-CMSControl and Monitoring System
IntegratedTWR HMI
A-SMGCS+AGL
5
System parameter settings
So that the system can be precisely
adapted to the local situation, the
parameters for the following areas
can be modified online:
■ Surveillance Settings
■ Routing settings
■ Conflict detection settings
■ Guidance settings
■ Planning parameter
■ Alarm class assignment
■ Alarm sound assignment
■ Restricted areas parameter
These system parameters are defined
as required by the system administrator,
and are not usually accessible online for
standard users.
Airport operational mode window
The settings for the current operational
modes can be entered by the user in
a separate window. Through this, the
procedures and rules for taxiing traffic
guidance are defined. These settings
System and operating parameter management
include the current weather conditions
(CAT I, II or III) and the runway operating
directions, as well as the take off and
landing allocations.
Restricted areas management
By drawing polygons on the aerodrome
chart, the user can define and edit
prohibited areas online.
Prohibited areas are automatically
observed during routing.
Should any aircraft or vehicle enter the
prohibited areas, an alarm is triggered.
To avoid incorrect position displays,
this minimising is only carried out
within a defined jump area, and only
for objects with a set route. Route
matching is not active on the runway
or at parking positions.
Label display and management
A label is shown for each aircraft and
vehicle. The label can be made up
of one or three lines, and shows
different flight strip information.
Inbound and outbound traffic can
be recognised by different colours.
The label can be moved by the user
via the mouse. Colours and font size
can be modified by the user online.
Approach radar window
To control the traffic situation in the
area around the airport, a separate
window is employed for arriving and
departing traffic. The display, view
distance and height filter depend on
the surveillance data used.
Label
Operational modes
66
Flight strip management
Flight strip display, editing
and filtering
The current flight strips are taken
from the airport database (AODB),
and shown to the user in a separate
window. The contents of the flight
strips can be edited here or deleted.
A filter at each workstation means
flight strips can be clearly displayed
according to area and responsibility.
Flight strips
Assigning flight strips
and radar objects
Flight strips and radar objects can
be manually assigned as necessary.
The flight strip data is automatically
adjusted with the object labels.
Taxiing destination information is
immediately converted into an
individual taxiing allocation (routing).
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Conflict recognition
Constant traffic analysis with
conflict surveillance
Constant traffic analysis and conflict
surveillance support the air traffic
controllers in their work. The analysis
recognises unusual occurrences
in the current traffic situation, and
reports them to the controller.
Predefined conflicts are automatically
identified, and trigger an immediate
alarm with the identity of the causes,
parties involved and location.
So that it can be better modified
according to the local airport, there
are a host of parameterisation
options for conflict recognition.
The surveillance options and
conflict types implemented are
outlined below.
Runway status display
Runway occupation is monitored.
Runways with aircraft and vehicles on
them are marked in a different colour
on the airport image.
Runway incursion monitoring
Critical traffic situations that com-
promise safety on the runway are
monitored and immediately reported
to the air traffic controller.
In the runway occupation situations
below, an aircraft entering the defined
runway safety zone suffices.
The following incursion conflicts are
constantly monitored:
■ Touch-down incursion
If the runway is still occupied at a
set time before a touch down, or if
another aircraft or vehicle is found
on the high-speed exit, an alarm
is triggered. The required runway
clearance time before a landing
can be fully parameterised.
■ Start incursion
An alarm is triggered should the
runway be occupied when an
aircraft has clearance to take off.
■ Low-visibility incursion
An alarm is triggered for double
occupation of a runway when
CAT II or III status is activated.
■ Misuse incursion
An alarm is triggered when-
ever an aircraft taxis on or
approaches a runway in the
opposite direction to the
defined operational direction,
and whenever an aircraft taxis
on or approaches a prohibited
runway.
■ ILS area violation
An alarm is triggered when an air
craft enters the ILS prohibited
area for its category within a
specific period of time before a
touch down.
The ILS prohibited areas can
be assigned to different aircraft
classes. The required ILS clear
ance times before a landing can
be fully parameterised.
Runway occupation
Runway incursion
8
Taxi conflict monitoring
Taxiing traffic is monitored within
the manoeuvring area for potential
conflicts. Surveillance can be para-
meterised and defined according
to airport category.
Some conflict surveillance features
require individual taxiing routes to
be assigned to aircraft and vehicles.
■Stop-bar overrun
Taxiing over an activated stop bar
generally triggers an alarm. It does
not matter here whether the stop
bar was turned on automatically
via the routing system or manually.
■Holding-position overrun
Taxiing over an assigned holding
position without approval triggers
an alarm.
A holding position is a component
of an assigned individual taxiing
route.
Holding positions can be runway
holding points or other defined
holding positions at the airport.
■Route deviation
Leaving an assigned individual
route triggers an alarm.
■Deadlock
Should two aircraft taxi along
a section of taxiway in opposite
directions, an alarm is triggered.
Conflict recognition requires
assigned individual routes.
Stop-bar overrun
Deadlock
■ Speeding
Exceeding the maximum taxiing
speed on a taxiway triggers an
alarm.
■ Spacing
An alarm is triggered if the safe
distance between two aeroplanes
is not adhered to.
■ Stand occupied
An alarm is triggered when an
aeroplane is assigned a parking
position that is already occupied.
■ Restricted area violation
An alarm is triggered when aircraft
or vehicles enter a prohibited
area, or when their route leads
them through a prohibited area.
Turning on taxiway lights manually
within a prohibited area also
triggers an alarm.
■ Intersection conflict
An alarm is triggered when two
aircraft enter an intersection area
from different directions. This con-
flict is also monitored when aircraft
are not assigned individual routes.
99
Automatic traffic guidanceAutomatic traffic guidance
General functions and rules
Guidance is based on calculated,
manually entered or predefined taxi
routes.
During calculation, standard route
models stored in the system are used
as much as possible as preferred route
segments. Route suggestions and
activated routes are displayed on the
air traffic controller’s aerodrome chart.
When the system is connected with
the lights, activated routes are shown
to the pilot automatically via the
taxiway lights. Holding positions are
shown to the pilot via stop bars. In
addition, stop bars can be used to
generally secure non-approved or
prohibited areas.
The routes and holding positions are pre-
pared so that they can be transferred to
aircraft and vehicles for direct display
on the cockpit glass panel.
In the following descriptions, the
system is linked directly to the lights.
This is not imperative, though it offers
the greatest benefits and practicali-
ties, as well as safety, by automatically
passing on guidance information to
the pilots.
1010
Light routing
The user is supported by the general
routing algorithms, to make turning
taxiway centre-line lights on and off
easy. By inputting the beginning and
end points, the shortest route over
given midpoints is calculated. This
route suggestion can be activated to
turn on the taxiway centre-line lights.
Taxiways selected in this manner are
not assigned to individual aircraft or
vehicles. Taxiways that are illumina-
ted via this feature are not included in
the route-related traffic analysis and
conflict recognition systems.
Activating stop bars
Each stop bar can be activated manu-
ally by the user at any time. If the stop
bar is on an active route, the position
is entered as an obligatory stopping
point. If the route is displayed via
the lights, the green line terminates
immediately at the stop bar, while the
remaining route behind the stop bar is
not illuminated.
Individuelles routing
With individual routing, each vehi-
cle or aircraft is assigned its own,
individual route. The individual routes
take the standard route model into
account, as well as prohibited areas
and the current traffic situation.
The current flight strip entry is used
as the taxiing destination. Changes
to the destination in the flight strip im-
mediately initiate a recalculation of the
route from the current position of the
aircraft. In the same way, midpoints
can be entered at any time, with the
route modified accordingly. A new or
modified route is immediately displa-
yed to the pilot via the lights.
An individual route always ends at a
stand, a line-up position or a prede-
fined holding position.
A route displayed by lights never
crosses an activated stop bar. The
green line terminates at the stop bar,
with the lights of the remaining route
after the stop bar turned off. Individu-
al routes can also separate individual
aeroplanes in taxiing direction, where
necessary (block guidance with limi-
ted range of sight). Individual routes
are required for certain taxiing conflict
surveillance services.
Runway exit assignment
As they come in to land, pilots are
shown the unused runway exits to
choose from.
These exits are indicated via the lights.
Leaving the runway is identified, and
the exit taken by the pilot is used as
the starting point for the immediately
calculated route to the parking positi-
on. This route is immediately added
to the already activated centre-line
lights of the exit. All other non-se-
lected exit taxiways are automatically
deactivated.
Runway safety through stop bars
Each runway that cannot be ta-
xied upon due to the current traffic
situation is secured by the stop bars
installed.
Junction safety
At junctions, the sides of the route
being followed are automatically
secured by stop bars to prevent any
other aircraft entering the prohibited
area in a lateral direction. Only one
junction-crossing route is shown via
the centre-line lights.
1111
VDGS activation
If Visual Docking Guidance Systems
are employed at the parking posi-
tions, these can be automatically
activated before the aircraft reaches
the system. When A-VDGS is used,
the necessary parameters from the
flight plan are forwarded in good time
for system parameterisation. A-VDGS
reports regarding the successful
reaching of the parking position are
shown in the airport image.
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